Valve mechanism for internal-combustion engines.



W. F. KOKEN & A. I. PICH L. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED JULY 6. 1914.

I ,1 61,225. Patented Nov. 23, 1915.

8 SHEETS-SHEET l- COLUMBIA PLANOGRAPH CO.,WASHINGTON. D. c.

W. F. KOKEN & A. J. PICHL. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. I

APPLICATION FILED JULY 6, I914.

Patented Nov. 23-, 1915.

I m I IMP I @M W WWI y z w.

COLUMBIA PLANOGRAPH cO.. WASHINGTON W. F. KOKEN & A. J. PICHL.

VALVE'MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED JULY 6. 1914..

1,161,225. v Patented NOV. 23, 1915.

8. SHEETS-SHEET 3.

COLUMBIA PLANOGRAPH COJIASHINGTON, D. c.

w. F. KOKEN & A. J. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION man JULY 6. 1914.

1,161,225. v Patented Nov. 23, 1915.

8 SHEETS-SIIEET 4- yWg/fw.

COLUMBIA PLANOCIRAPH co.. WASHINGTON, n. c.

W.'F. KOIIEN M. J. PlCHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED .IULY 6| 1914.

Patented Nov. 23, 1915.

8 SHEETS-SHEET 5.

cuLuMmA PLANOGRAPH C0,, WASHINGTON. D. c

W. F. KOKEN & A. I. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 6.1914.

Patented Nov. 23, 1915.

B SHEETSSHEET 6.

COLUMBIA PLANDCIRAPH co., WASHINGTON, n, c.

W. F. KOKEN & A. J. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 6.1914.

1,161,225. Patented Nov. 23, 1915.

8 SHEETS-SHEET 7.

coLUMBlA PLANOURAPH CCL, WASHINGTON, 0. c.

W. F. KOKEN & A. J. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 6,1914.

1 ,ILQQU. Patented Nov. 23, 1915.

8 SHEETS-SHEET 8.

- COLUMBIA PLANOGRAPH CouwAsfllNfiToN. bl c.

-Tlhhl @FFMJE.

WALTER r. KoKriN Am) ANTON J. PICI-IL, or er. Louis, ivnfssouni.

VALVE MECHANISM FOR llNTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Nov. '23, 1915.

Application filed Julyc, 1914. Serial No. 849,368.

To all whom it may concern:

Be it known that we, WALTER F. KoKnN and ANTON J ProrrL, citizens of the United States, residing at the city of St. Louis, State of lllissouri, have invented certain new and useful Improvements in Valve Mechanisms for Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines of the type in which slide valves are employed for controlling theinlet and exhaust of the gases to and from the cylinders. I

One object of our present invention is to provide a multi-cylinder engine of the gen eral type mentioned, in which the slide valves are arranged in two groups, one group cooperating with all of thecylinders to g0vern the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders and the other group coiiperating with all of the cylinders to govern the inlet ports and exhaust ports that are not controlled by the group of valves first mentioned, the valves constituting each group being directly connected together so that they move in unison and each group ofvalves being moved positively both directions, namely, 'ato their open and closed positions.

Another object is to provide a practicable four-cycle internal combustion engine of simple design that comprises fewer parts than the four-cycle engines now in general use, and which is so constructed thatthe inlet and exhaust ports of the cylinders can be made large enough to insure the admission of a relatively great supply of gas to the cylinders and also to insure the free and rapid exhaust of the burnt gases from the cylinders. And still another object is to provide a slide valve engine of the general type mentioned, in which the valves are of such design that they will remain perfectly tight, even after the engine has been in use for a long period, thus insuring good compression in the cylinders.

Other objects and desirable features of our invention will be hereinafter pointed out. p

In the embodiment of our invention herein shown the slide valves are of piston type and are arranged either in a single valve chamber commonto all of the cylinders, er in two separate and distinct valve chambers, each of which receives one group gof valves.

We do not sister rate-fiiidrsaoa,= theater-,

that our invention is limited to an engine provided with piston valves, as our broad dea consists in a multi-cylinder, four-cycle internal combustion engine provided with two groups of positively actuated, slidingly mounted valves arranged in the manner previously described, the particular shape or form of the valves being immaterial, as well as the -means for actuating the valves and for connecting the valves of each group together.

Figure l of the drawings is a longitudinal sectional view of a multi-cylinder engine constructed in accordance with our invention; Fig. 2 is an end elevation'of the engine, showing the valve operating shaft with the housing therefor in section; Fig. 3 is a transverse sectional view on the line 33, Fig. 1; Fig. 4: is a perspective view of the middle piston-valve; Fig. 5 is a horizontal sectional view on the line 55, Fig. 3; Fig. 6 is a transverse sectional view of an internal combustion engine, showing the valves arranged in a slightly different manner than is illustrated in Fig. 1; Fig. 7 is an end elevation of same, showing the operating shaft in connection with the valves; Fig. 8 is a horizontal sectional view on the line 88, Fig. 6; Fig. 9 is a horizontal sectional view on the line 99, Fig. 6; Fig. 10 is a longitudinal sectional view illustrating another modification of our invention; Fig. 11 is a transverse sectional view on the line 11-1l, Fig. 10; Fig. 12 is an end elevation of the cover, showing the operating shaft in con,- nection with the valves; and Fig. 18 is a side elevation of same.

For the purpose of illustration, a four cycle internal combustion engine having four cylinders 1, 2, 3, and l is depicted in the drawings, each cylinder having a piston 5 working therein in the usual manner and, also, having an inlet port 6 and an exhaust port in its head. 7 It is immaterial, however, so far as our presentinvention is concerned, whether the ports are formed in the head or in some other portion of the cylinders. The cover 8, which may be bolted or otherwise secured to the heads of the cylinders (or, if desired, formed integral with the heads of the cylinders), contains a cylindrical valve-chamber 9, which extends longitudinally through same over each cylinder so as to be common to all the cyl inders, thus for-min a valve chamber thatis common "to ail-lief the cyan-ears.- Inlet openings 10 and exhaust openings 11 in the bottom of the valve-chamber 9 communicat respectively, with the inlet ports 6 and ex-i' haust ports 7 in the heads of the cylinders,"

is surrounded by the water within the water chamber 14 and is connected with the eX- haust pipe 16. The inlet passages 12 con nect with the inlet chamber 17, with which the intake pipe'18 is connected, the latter g having the usual connection with the carbureter (not shown in the drawings). The water-jacket 19, which surrounds the cylinders, is connected with the water chamber 14 in the cover 8 byineans of a pipe 20, which is preferably located at one end of the engine to allow the water that enters the water-jacket 19 through the pipe 21 to flow into the water chamber 11, from which it discharges through the pipe 22, said pipes 21 and 22 being located at the opposite end of the engine. A spark-plug 23 and a primingvalve 2% is provided for each cylinder, the

spark-plug being preferably located on one side of the engine and the priming-valves being located on the opposite side.

Communication between the inlet ports 6 and the exhaust ports 7 of the cylinders and their respective inlet passages 12 and exhaust passages 13 in the cover 8 is established in proper sequence by means of piston-valves 25, which are adapted to reciprocate longitudinally within the valve-chamber 9. In the case of a four-cylinder engine as depicted in the drawings, five pistonvalves 25 are preferably employed, the arrangement of same being such that the first or endpiston-valve 25, counting from right to left, Fig. 1, is adapted to slide over the exhaust opening 11 above the cylinder 1 and is provided with a relatively deep annular groove 26 by means of which communication between the exhaust port 7 of the cylinder '1 and its respective exhaust passage 13, is established, at the proper time, the second piston-valve 25 is adapted to slide over the inlet opening 10 above the cylinder 1 and the exhaust opening 11 above the cylinder 2 and is provided with a pair of annular grooves 26 adapted, respectively, to establish communication between the inlet port 6 of the cylinder 1 and its respective inlet passage 12 and, also, between the exhaustport 7 of the cylinder 1 and its respective exhaust passage 13 in proper sequence, the third or middle piston-valve 25 is adapted to slide over the inlet opening 10 above the cylinders 2 and 3 and is provided with a pair of annular grooves 26 adapted, respectively, to establish communication between the inlet port 6 of the cylinder 2 and its respective inlet passage 13 and, also, between the inlet port 6 of the cylinder 3 and its inlet passage 12 in proper sequence, the fourth piston-valve 25 is adapted to slide over the exhaust opening 11 above the cylinder 3 and the inlet opening 10 above the cylinder 4 and is provided with a pair of annular grooves 26 adapted, respectively, to establish communication between the exhaust port 7 of the cylinder 3 and its exhaust passage 13 and, also, between the inlet port 6 of the cylinder 4 and its inlet passage 12 in proper sequence, and the fifth or other end piston-valve 25 is adapted to slide over the exhaust opening 11 above the cylinder 1 and is provided with an annular groove 26 by means of which communication between the exhaust port 7 of the cylinder 4 and its exhaust passage 13 is established at the proper time.

The first, third, and fifth valves 25 constitute a group of valves that cotiperate with all of the cylinders to govern the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders, said valves being directly connected together so that they move in unison. The second and fourth valves constitute a second group of valves that cooperates with all of the cylinders to govern the exhaust and inlet ports of same that are not controlled by the first group, the valves of the second group also being directly connected together so that they move in unison. The valves of each group can be connected together in various ways, but in the form of our invention illustrated in Fig. 1 the third or middle piston-valve 25 of the first group is shown provided with a pair of hollow arms 27, which arms extend from opposite ends of said piston-valve and pass through longitudinal bores 28 in the second and fourth piston-valves 25 that constitute the second group. The ends of the arms 27 are preferably screw-threaded to fit in the screw-threaded bores 29 in the first and fifth piston-valves 25 of the first group, whereby the first and fifth piston-valves can be adjusted relative to the middle pistonvalve of the first group, there being locknuts 30 or the like employed to prevent the first and fifth piston-valves from working out of their adjusted positions. A rod or bar 31 extends through the hollow arms 27 and, also, through a longitudinal bore 32 in the middle piston-valve 25 and is connected to the second and fourth piston-valves 25 by means of pins 33, which pass through longi tudinelslots linsaid hollow arms, so that the second and fourth piston-valves constituting the second group of valveswill move in unison independently of the first, third, and fifth piston-valves constituting the first group of valves.

It should be understood that, in practice, the bores 28 in the second and fourth pistonvalves 25 are made large enough in diameter to leave an air-space around each arm 27, and, if necessary, each arm 27 may be provided with a perforation 27 or-a plurality of such perforations to prevent compression between the ends of the piston-valves 25 within the valve-chamber 9, the rod or bar 31 being small enough in diameter to leave an air-space which surrounds same within the arms 27 and the bore 32 in the middle piston-valve and communicates with the at mosphere.

The valves are moved positively in both directions, namely, into their open and into their closed positions by some suitable mechanism that will move one group of valves relatively to the other group. In the engine herein shown a single valve-operating shaft 35, actuated by the crank shaft of the engine, is employed for reciprocating both sets of valves back and forth in the valve chamber 9 so as to control the inlet and exhaust of the gas to and from all of the cylinders. In the engine illustrated in Fig. 1 the first valve 25 of the first group and the rod 31 that is connected to the second group of valves are operatively connected with the operating shaft 35 in the following manner. A hollow screw-threaded extension 36 of a member 37 fits in the screw-threaded bore 29 of the first piston-valve 25 of the first group and is held securely therein by a lock-nut 38 or other suitable means, there being a transverse slot 39 in the outer end of said member 37 to receive a block 40, which is revolubly mounted on a crank-pin 41, borne by a disk-crank 42 or the like rigidly mounted on the upper end of the valve operating shaft 35. The rod 31, to which the second group of valves are connected, extends through the hollow extension 36 of the member 37 and has its outer end screw-threaded to fit in a screw-threaded socket in one side of a member 43, being held securely to the latter by means of a lock-nut 44 or the like. Said member 43 contains a transverse slot 45 for the reception of a block 46 which is revolubly mounted on a crank-pin 47, which is connected rigidly to the crank-pin 41 by an arm 48, said crankpins being preferably located at substantially equal distances from the axis of rotation of the operating shaft 35 and being spaced apart from each other at substantially 45 degrees. The sides of the slot 45 in member 43 slidably fit inrabbets in the edges of'the block 46 in contact therewith, and a plate-49, which is secured'to said block by screws50 or other suitable means, overlaps the sides of the slot 45, thereby preventing rotary movement of the rod 31 and the piston-valves 25 connected therewith. It will be evident that the manner of operatively connecting the piston-valves 25 with the operating shaft 35 hereinabove described permits both groups of valves to be adjusted with respect to the valve-operating shaft and it will also be evident that the two end valves of the first group can be adjusted relatively to the middle valveof said group.

The operating shaft 35 is journaled in bearings 51, which may be formed integral with or secured to the cylinder casing, and is provided with a spiral gear-wheel 52, which meshes with and is driven by a spiral pinion 53 borne by the crank-shaft 54, as depicted in Fig. 2. The gear-wheel 52 on the operating shaft 35 is preferably double the size of the pinion 53 on the crank-shaft 54, so that the operating shaft makes one complete revolution to two complete revolu tions of the crank-shaft and thereby causes the crank-pins 41 and 47 to effect a complete reciprocation of each group of valves. A housing 55 incloses the operating shaft 35 and parts associated therewith.

Each piston-valve 25 may be provided with a packing-ring 56 or a plurality of such packingrings, and may have a relatively shallow groove 57 or a plurality of such grooves formed in its periphery. The grooves 57 in thepiston-valves are adapted to receive oil from ducts 58 in the cover 8, said ducts being preferably arranged to open into the top of the valve-chamber 9 and being connected with pipes 59, which lead from an oil pressure-regulating device 60 of any suitable construction. An oil pump 61, which may be operatively mounted on or connected with the shaft 35, preferably within the bottom of the housing 55, is adapted to force oil from a source of supply to the pressure-regulating device 60 through the pipe 62, there being an opening 63 in the end wall of the crank-casing 64 to allow the oil in the latter to flow into said housing. Ducts 65in the bottom of the cover 8 lead from the bottom of the valve-chamber 9 to allow the surplus of oil to escape from the latter, there being a pipe 66 connected with each duct 65 and arranged to conduct the oil back to the crank-casing. One of the pipes 62 leading from the pressure-regulating device 60 is arranged to deposit oil upon the parts operatively connected with the upper end of the valve operating shaft 35 as shown in Fig. 2.

A water-circulating pump 67, which may, also, be operatively mounted upon or connected with the valve operating shaft 35 within the housing5'5- has its outlet connected with theinlet pipe 21 of the waterjacket 19 and its inlet connected with a pipe 68, whichleads either to a radiator (not shown) or any source of water supply.

A spiral gear-wheel 69 on the shaft 70,

which may be journaled in a'bearing 71 formed integrally with or otherwise supported by a wallof the housing 55, meshes with and receives its power from the spiral pinion 53, said shaft 70 being adapted to drive the shaft 72 of a magneto electric generator 73 through the medium of a suitable coupling 7 a. The magneto 73 is supported ona bracket 74, which may be formed integral with or otherwise supportedrby the housing 55, and has the usual connections with the spark-plug 23. By mounting the water pump and the oil pump directly on a single shaft that controls the operation of common to all of the cylinders of the engine,

this'is not essential to the successful operation of our engine, as practically the same results can be obtained by arranging the two groups of valves in separate and distinct valve chambers. In Figs. 6 to 9, inclusive, we have illustrated an engine constructed in this manner, the two valve chambers 7 6 being arranged side by side and extending longitudinally of the engine over the heads of the cylinders. The valves, instead of consisting of relatively short pistons connected together by rods or sleeves, as shown in Flg. 1, consist of two long plstons 75, one of which has deep annular grooves 26 arranged in such a manner that the piston will comprise .three separate valve portions that correspond with the valves of the first group described in connection with Fig. 1, so as to control the inlet ports 6 of the cylinders 1 and 4 and the exhaust ports 7-of the cylinders 2 and 3, and the other long piston hav ing deep annular grooves 26 arranged in such a mannerthat the piston will comprise two valve portions that constitute a second group of valves which controls the inlet ports 6 of the cylinders? and 8 and the exhaust ports 7 of the cylinders 1 and at in the proper sequence. Each of the long pis tons is connected at one end thereof with an operating rod or bar 77, the latter having a screw-threaded end which fits in a screwthreaded socket in the end of said piston and being held firmly in place by a-lock-nut 78 or other suitable means. Oneof the rods or bars 77 is formed integral with or otherwise secured to the member 37, and the other rod or bar 77 is formed integral with or otherwisesecured to the member 43, said members 37 and 4 :3 being arranged to be op:

erated by the crank-pins 4:1 and 47, respectively, in the manner hereinabove described, whereby said members cause the two groups of valves to reciprocate and thereby establish communication between the inlet ports 6 and exhaust ports 7 of the cylinders and their respective inlet passages 12 and exhaust passages 13 in the cover 8 in the proper sequence.

In the form of our invention shown in Figs. 10 to 13, inclusive, the cover 8 is provided with a valve chamber 9 that is common to all of the cylinders and which receives two groups of valves, the first group of three valves controlling the exhaust ports 7 of the two end cylinders 1 and 4- and the inlet ports 6 of the two intermediate cylinders 2 and 3, and the second group of two valves controlling the inlet ports of the two end cylinders and the exhaust ports of the two intermediate cylinders. The three valves constituting the first group are of cylindrical shape and are formed by portions of a sleeve 79 that is reciprocatingly mounted inside of the valve chamber. The two valves constituting the second group are of piston type and are formed by portions of a long piston 80 that is reciprocatingly mounted inside of the sleeve 79, said sleeve and piston being opcratively connected with the valve-operating shaft 35 in the manner shown in F 12 and 13, so that the two groups of valves will be actuated in the manner previously described in connection with Fig. 1. The sleeve 79 is provided at its upper side with four slots 81 and at its lower side with four slots 81, which slots are of approximately the same width as the ports in the cylinders. The long piston 80 is provided with four relatively deep annular grooves 82 which are of approximately the same width as the ports in the cylinders. The slots 81 in the member 79 and the grooves 82 in the member 80 correspond with and perform the same function as the grooves 26 in the valves of the first and second groups of the engines shown in Figs. 1 and 9. In order that the member 80 will not obstruct the passage of the gas through the slots 81 in the member 79, said member 80 is provided with four relatively wide grooves 82, as shown in Fig'lO, and in order that the member 79 will not obstruct the passage of the gas through the grooves 82 in the member 80, the member 79 is provided at its top and bottom with four relatively wide slots 81, as shown in Fig. 10. In other words, the sleeve 79 has a middle or central valve portion provided with two slots and two end valve portions, each of which is provided with a single slot, the intermediate portions of the sleeve serving to directly connect said three valves together and being so designed that they do not obstruct the flow of the gas through the narrow grooves in the two piston type valves that are reciprocatingly mounted inside of said sleeve.

An engine of the type above described, constructed in either of the three forms illustrated or in numerous other ways embodying this same idea, comprises fewer parts and is less expensive to build than the four-cycle internal combustion engines now in general use; it is of such design that it is practicable to equipthe cylinders with relatively large inlet and exhaust ports, thus insuring the supply of a great volume of gas to the cylinders, as well as a free and rapid exhaust of the burnt gases; thevalves are moved positively into their open and closed positions, and all of the valves are controlled from a single operating shaft to which the two groups of valves are directly connected. The valves, being of piston type, remain tight, even after the engine has long been in use, thus insuring good compression and still other desirable features of such an engine is the ease with which the valves can'be fitted during the operation of building the engine and also removed and installed after the engine has gone into use.

While, for the purpose of illustration, the improved valve mechanism embodying the present invention has been shown and described in connection with a four-cylinder internal combustion engine, yet it should be understood that, mutatz's mutandz's, same may be usedon an internal combustion enginehaving either a larger or a smaller number of cylinders-for example, an en gine having from two to ten cylinders or more.

We claim:

1. A multi-cylinder internal combustion engine having a valve-chamber common to all cylinders thereof and piston-valves adapted to reciprocate in said valve-chamher and connected in sets.

2. A multi-cylinder internal combustion engine having a valve-chamber common to all-cylinders thereof, piston-valves adapted to reciprocate in said valve-chamber and connected in sets, and, means operative: directly from the rotation of the crank-shaft for actuating said sets. independently of each other.

3. A multi-cylinderinternal combustion engine having a valve-chamber common to all cylinders thereof, piston-valves adapted to reciprocate in said valve-chamber and connected in sets, an actuator operative directly from the rotationof the crank-shaft, and adjustable means operatively connecting said actuator with each set of valves to reciprocate said sets independently of each other.

4. A multi-cylinder, four-.cycleinternal combustion engine provided with sliding valves, arranged in two-groups, the valves in one group being directly connected together and cooperating with all of the cyl indors of the engine to govern the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders and the valves of the other group being directly connected together and cooperating with all of the cylinders to govern the exhaust ports and inlet ports which are not controlled by the group of valves first referred to.

5. A multi-cylinder, four-cycle internal combustion engine provided with separate and distinct groups of piston valves each group of which comprises a plurality of valves, and an operating means'for both groups of valves which causes all of the valves of one group to move in unison and control the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders while the valves of the other group are mo *ing in unison and cooperating with all of the cylinders to control the inlet and exhaust ports that are not governed by the group of valves first mentioned.

6.- A multi-cylinder, four+cycle internal combustion engine provided with a plurality of. slide valves that control the inlet and exhaust of the gases to and from the cylinders in proper sequence, said valves being arranged in a plurality of separate and distinct groups, each group of which comprises tivoor more valves that collectively cooperate with all of the cylinders'so as to form closures for the inlet ports of certain ofthe cylinders and closures for the exhaust ports of the remaining cylinders.

7. A. multi-cylinder, four-cycle internal combustion engine provided with groups of slide valves, each group of which comprises, a'plurality'of valves. that are directly connected together and which collectively cooperatewith all ofthe cylinders to control the inlet of thegases: to certain cylinders and the exhaust ofthe gases. from the remaining cylinders while the valves of a different group are operating collectively to directly control theexhausts andithei inlets, respecti-vely, from. the cylinders whose inlets and exhausts: are" not controlled by the group of. valves first referred to.

8'. A. multi-cylinder, four-cycle internal combustion engine provided with a group of slide valveswthlat are directly connected together forcontrolling the. inlet ports of thosecylinderswhose crankarms are arranged at the same angle and to control the exhaust ports of cylinders whose crank arms are arranged at a different angle, and-a separate: and distinct group of slide valves directly connected together for controlling theexhaust ports and the. inlet ports, respectively-that are not controlled by the valves of the firstgroup;

9;. Am internal combustion engine providedwithtwo groups of slide valves that control the inlet and exhaust of the gases to and from all of the cylinders, one group comprising three valves, two of which control corresponding ports of two cylinders and the other of which controls the diiierent ports of the remaining cylinders, and the other group comprising two valves which cooperate with all of the cylinders to govern the ports that are not controlled by the valves of the first group.

. v10. A four-cylinder internal combustion engine provided with two groups of slide valves for controlling the inlet and exhaust of the gases to and froinall of the cylinders, one group comprising two end valves, each of which cooperates with one of the end cylinders and .a middle valve that cooperates with the two intermediate cylinders, and the other group comprising two valves which collectively cooperate with all four cylinders of the engine.

11'. A multi-cylinder,four-cycle internal combustion engine provided with groups of slide valves that control the inlet'and exhaust of the gases to and from all of the cylinders, each of said groups comprising a plurality of valves that collectively cooperatewith all of the cylinders, and an operating means for all of said valves which causes the valves of one group to control the passage of-thegaseS through different ports from the ports with which thevalves of the other group cooperate.

' 12. A multi-cylinder, four-cycle internal combustion engineprovided with independent groups of slide valves, and means for positively moving said valves in both directions so as to open and close the ports through which the gases enter and escape from thecylinders, each group comprising a plurality of valves that collectively cooperate with all of the cylinders to control the ,inlet ports of certain cylindersand the exhaust ports of the remaining cylinders, that are notcontrolled by the valves of a different group.

13. A multi-cylinder internal combustion engine provided with a valve chamber that -.is common to all of the cylinders, and groups of slide valves in said chamber, eachgroup of which comprises a plurality of valves that collectively cooperate with all of the cylinders to control the admission of the gases to certain cylinders and the escape of 5.5 the gases from the remaining cylinders of all of the cylinders to govern the inlet ports b'of certain cylinders and the exhaust ports of the remaining cylinders, and an operatinlet ports of certain cylinders and the exhaust ports of the remaining cylinders, and an actuating means for moving the valves of one group oppositely to the valves of a different group.

16. A inulti-cyli'nder internal combustion engine provided with a plurality of slide valves arranged in longitudinal alinement with each other for controlling the inlet and exhaust of the gases to and from all of the cylinders, the alternate valves being directly connected together so that they move in unison.

17 A multi-cylinder internal combustion engine provided with a valve chamber that is common to all of the cylinders, a plurality of piston valves reciprocatingly mounted in said valve chamber for controlling the inlet and exhaust of the gases to and from the cylinders, said valves being arranged in separate groups that move oppositely to each other and each group of which comprises a plurality of valves that collectively cooperate with all of the cylinders to control the inlet to certain cylinders and the exhaust of the remaining cylinders.

18. A multi-cylinder internal combustion engine provided with a valve chamber that is common to all of the cylinders, a plurality of piston valves in said chamber, means for causing certain of said valves to move in one direction and the remaining valves to move simultaneously in the other direction so as to govern the inlet and exhaust oi the gases to and from all of the cylinders, and means for preventing pressure from being created 11-5 in said valve chamber between said oppositely moving valves.

19. A multi-cylinder internal combustion engine provided with a valve chamber common to all of the cylinders, a plurality of slide valves arranged in said valve chamber in longitudinal alinement with each other and connected together in independent groups, and means for causing said independent groups 0t valves to move simultaneously in opposite directions so as to control the inlet and exhaust of the gases to and from all of the cylinders.

20. A multi-cylinder internal combustion engine provided with a valve chamber, a

group of spaced valves in said chamber that are directly connected together so that they will move in unison, and a separate group of valves arranged in said chamberintermediate the valves of the first group and directly connected together so that they will move in unison.

21. A multi-cylinder internal combustion engine provided with a valve chamber, a group of spaced valves in said chamber that are directly connected together so that they Will move in unison, and a separate group of valves arranged in said chamber intermediate the valves of the first group and directly connected together so that they will move in unison, the connecting means for the valves of the second group passing through the intermediate valve of the first group.

22. A multi-cylinder internal combustion engine provided with a valve chamber common to all of the cylinders, a group of spaced piston valves arranged in said chamber and secured together by a hollow connecting member, a second group of valves arranged in said chamber in alternate relation with the valves of the first group, and an operating device for the second group of valves that passes through the'hollow connecting member of the first group.

23. A multi-cylinder internal combustion engine provided with a plurality of groups of slide valves, each of said groups comprising a number of valves that cooperate collectively to control the inlets of certain cylinders and the outlets of the remaining cylinders of the engine, and a single operating member provided with means for moving nected together and which cooperate with a all of the cylinders to control the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders, and an operat ing shaft operated by the crank shaft for moving both groups of valves positively in opposite directions.

25. In an internal combustion engine provided with a plurality of cylinders, the coInbination of a crank shaft, two groups of slide valves, each group of which comprises a plurality of valves that are directly connected together and which cooperate with all of the cylinders to control the inlet ports of certain cylinders and the exhaust ports of the remaining cylinders, an operating shaft operated by the crank shaft for moving both groups of valves positively in opposite directions, and a water pump and an oil pump mounted directly on said operat ing shaft.

In testimony whereof we hereunto affix our signatures in the presence of two witnesses:

l/VALTER F. KOKEN. ANTON J. PICl-IL.

Witnesses:

EDGAR W. MEIER, Jon B. HEADE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

It is hereby certified that in Letters Patent No. 1,161,225, granted November 23,

1915, upon the application of Walter F. Koken and Anton J. Piohl, of St. Louis,

Missouri, for an improvement in Valve Mechanisms for Internal-Combustion En gines, an error appears in the printed specification requiring correction as follows:

Page 6, line 72, claim 15, strike out the Word In and make the article a a capital letter; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Offioe.

Signed and sealed this 14th day of December, A. D., 1915.

[SEAL-1 R. F. WHITEHEAD,

Acting Commissioner of Patents. 101. 12a-5a 

